Thursday, May 3, 2012

The STS transfer of chemical cargoes is
a common practice.Experience gained
from these regular operations has proven that STStransfers are safe, if proper procedures are
observed, in suitable weather and sea conditions.

In certain port areas it will befound that local regulations apply. These
local regulations should be followedand
where appropriate the recommendations made in this procedure can beused as additional advice.

ESTABLISH PERSON IN OVERALL CHARGE OF
THE STS OPERATION

The overall control of an STS operation
should be vested in the hands of oneindividual and will be either one of the Masters concerned, or an
STSsuperintendent.

If both Masters are unfamiliar with, or
inexperienced in STS transfer operations then an STS superintendent must be
employed to assist ship’smasters in
mooring and unmooring of the ships, and to co-ordinate andsupervise the entire ship-to-ship operation.
There are specialisedSTSagencies providing such services on an
international basis.

Master of the ship supposed to be
involved in STS transfer operation has to inform the chemical operator in order
to arrange necessary assistance. Mastermustsatisfy himselfthat acceptableconditionsforShipto Ship(STS)
transferexist.

For all STS transfer operation Master remain responsible for
the safety of hisown ship, its crew,
cargo and equipment and should not permit safety to beprejudiced by the actions of others. If
another ship fails to observe any of thesafety requirements during the STS transfer operation, this should be
broughtto the attention of the Master
of the another ship and operation should besuspended until the situation is rectified. Toprotectbothvesselsfromdamage,fendersmustbe ofsufficientsizeand
strength,andbestrategicallyplaced,so asto:

Master of the ship involved in STS
transfer operation should ensure that theships to be used are compatible in design and equipment and that
mooringoperations, hose handling and
communications can be conducted safely andefficiently. The initial information will be supplied to the
organisersby theMaster as per Check List 1 ( ICS / OCIMFSHIP TO SHIP TRANSFERGUIDE
).

Additionally to Check List 1, the following should be determined prior tomooring:

Good communication between the ships is
an essential requirement forsuccessful
transfer operations. A common language for communication shouldbe agreed before operations commence. If a
serious language problem bedetected,
then action should be takento resolve
this by transferringanexperienced person from one ship to the other
before operations begin.

The ships should establish initial
communication as early as practicable toplan operations and to confirm the transfer area.

As the ships come into the transfer area,
contact should be established on theappropriate VHF channel at the earliest opportunity, thereafter
switching to amutually agreed working
channel. Approach, mooring and unmooring shouldnot be attempted until proper effective communication has been
confirmedbetween two ships. At this
time, in accordance with the informationexchanged, Check List 2 and 3
should be satisfactory completed.

If communication breakdown occurs
during an approach manoeuvre, ifappropriate and safe, the manoeuvre should be aborted and the
subsequentactions taken by each ship
should be indicated by the appropriate soundsignals as prescribed in theIRPCS
(colreg).

During cargo transfer operation,
essential personnel on both ships shouldhave a reliable, common means of communication at all times, including a
backup system. Spare radios and batteries to be available on board.

The emergency signal should be agreed
between both ships and this shouldbe a
series of short and rapid blasts on the ship whistle. It should be soundedby either ship in an emergency or in case of
communication breakdown duringcargo
operations.

In general, operations should not be
resumed until satisfactorycommunications have been re-established.

The lights and shapes to be shown, and
the sound signal made, during STStransfer operations required by theInternational Regulations for PreventingCollisions at Sea.

MANOEUVERING
ALONGSIDE WITH TWO SHIPS UNDER POWER

One ship, normally the lager, maintain
steerage way at slow speed on aconstant
heading. Normally the manoeuvre should be made with the windand sea ahead, however local conditions and
knowledge may dictate analternative
heading.It is recommended that the
manoeuvring shipapproaches and berths
with her port side to the starboard side of the constantheading ship. The Master should always be
prepared to abort a berthingoperations
if necessary. The decision should be taken in ample time while thesituation is still under control.

A common method of berthing is for the
manoeuvring ship to approach theconstant heading ship from the quarter on the side of berthing. On
closerapproach she should parallel the
course of the constant heading ship, about50 to 100 meters off. The manoeuvring ship should then position itself
relativeto the constant heading ship.
Contact is made by the manoeuvring shipreducing the distance by appropriate rudder and engine movements untilfenders touch.

The two ships should preferably make
parallel contact at the same speed withno
astern engine movements being necessary.

The effects of ship interaction should
be anticipated when manoeuvring atclose
quarters.

On completion of mooring, the constant
heading ship will power all futuremanoeuvres and, if a transfer at anchor is planned, will proceed to the
agreedanchoring position. During this
time the former manoeuvring ship will have itsengines stopped and rudder amidships. For this period the constant
headingship should not use strong
astern engine movements.

Depends upon ships size and weather
condition it should be decided whetheronly constant heading ship will anchor or both ship. The constant
headingship should use the anchor on
the side opposite that on witch the other ship ismoored.

Once at anchor, each ship is
responsible for keeping its own anchor watch.

MANOEUVRING
WITH ONE SHIP AT ANCHOR

This manoeuvre can be preferred for
more constrained transfer area,especially when tug assistance is available.

A berthing operation should only be
carried out after the anchoring ship isbrought-up to her anchor and is lying on a steady heading with reference
toprevailing current and wind
conditions.

A careful watch should be kept on the
heading of the anchored ship and themanoeuvring ship should be advised immediately by the anchored ship if
shehas any tendency to yaw. Where there
is a tendency to yaw is excessively, atug should be employed to hold the anchored ship on a steady heading. If
notug is available, postponement of the
operation should be considered.

The manoeuvring ship approach and berth
withher port side to the starboardside of the other ship. When approaching the
ship at anchor the wider angleof
approach than that adopted for manoeuvres underway is recommended. Awider angle of approach helps to avoid early
ship to ship contact in caseswhere the
anchored ship might yaw unexpectedly.

When mooring to an anchored vessel care
should be taken not to pull theanchored
vessel quickly towards the mooring vessel.

HOSE
HANDLING AND CARGO TRANSFER OPERATIONS

When two ships are securely moored the
pre-transfer Check List 4 should
besatisfactory completed. In addition, Ship/Shore Safety Check List to
becompleted as well.

Cargo transfer operations should be
carried with the requirements of thereceiving ship.

The cargo transfer operation should be
planned and agreed in writtenbetween
the two vessels and should include information on the followingwhere applicable:

quantity of each grade of cargo

sequence of grade

cargo density and temperature

number of pumps, maximum pressure

cargo heating requirements

initial, maximum and topping off rate

notice of rate change and transfer shut
down procedures

emergency and spill containment
procedures

watch or shift arrangements

critical stage of the operation

The agreed transfer rate should not
exceed the manufacturers recommendedflow rate for the cargo hoses.

Electricalbondingbetweenthevessels’hullsisnotnecessary.

Throughout cargo transfer operations,
the both ships should stationaresponsible person at the cargo manifold area
to observe the hoses and tocheck for
leaks. A responsible person equipped with portable radio should bestationed at or near the cargo pump controls
on the discharging ship to takeaction
as required.

Cargo transfer should begin at agreed
slow rate to enable the receiving shipto check that the cargo pipelines system is correct set.

It should be noted that the incorrect
operations of pumps and valves canproduce pressure surges in a pipeline system. Consideration should be
givento the prevention of pressure
surges by careful planning and control of pumpspeeds and the operation of valves.

During cargo transfer, appropriate
ballast operations should be performed inorder to minimise change in freeboard, and avoid excessive trim by the
stern.

Throughout the transfer, regular hourly
transfer rate checks and comparisonsshould be made between the two vessels, and the results logged.

The transfer rate should be reduced to
an agreed topping off rate when thereceiving ship’s tanksare
reaching their feeling limit.

After completion of cargo transfer the
following operations should be carriedout:

All hoses drained into one ship prior
to disconnecting

Hoses disconnected, taking precautions
to ensure that no liquid is left in thecargo transfer system

Cargo manifolds and cargo hoses
securely blanked

Authorities informed of completion of
cargo transfer and anticipated time ofunmooring

UNMOORING

Check
list 5 to be completed before unmooring.

Unmooring can be achievedby singling up fore and aft, then letting go
the remaining forward mooring andallowing the bow to swing away from the constant heading ship to the suitableangle, at which time the remaining stern
mooring line is let to go and themanoeuvring ship moves clear. After disengaging, neither ship should
attempt to steam ahead or fall astern of theother until both ships are well separated.

It should be noted that local
conditions or vessel configuration may causedifficulties in separating the two ships and other alternative plans
should beconsidered.

BEFORE
FILLING UP THE STS CHECK LIST IT IS IMPORTANT FOR MASTER TO VERIFY IF THE
CHARTERERS OF SHIPPER HAS GIVEN THE STS COORINATES IN WRITING TO ENSURE “
TERRITORIAL SEA AND EEZ “ RIGHTS OF NEIGHBOURING COUNTRIES ARE NOT INFRINGED.

If the
STS is planned underway can the ship maintain 5 knots for 2 hours minimum?

Arethe ships lifting gear suitable for the
operation?

Do
both vessels have sufficient enclosed fairleads to prevent damage to
railings?

Are
the fairleads suitable for providing spring ropes?

If the
mooring ropes are wires are there proper synthetic tails?

Is the
vessel clear of any overhanging projections?

Is the
weather suitable?

Do you
have sufficient weighted heaving lines ?

Are
the mooring ropes being used floating on water?

Has
the transfer area and rendezvous area been agreed upon?

Is
there a basket for transporting personnel?

Have
methods of communication been agreed upon?

Is
sufficient crew available to handle mooring lines?

Has
the language of communications been agreed upon?

Has it
been agreed which ship will send which lines and in what sequence?

Will
both the ships be upright?

Will
the ships have suitable trim?

Has
the weather forecast been obtained?

Are
the STS transfer hoses in good condition?

Do the
fender ropes appear to be in good condition?

Has a
crew meeting been held?

Is
there a contingency plan and has it been agreed ?

Are
appropriate local authorities briefed of the operation?

Has a
navigation warning been issued?

Are
proper signals displayed?

Are
portable fenders available on the agreed side alongside?

PRE
MOORING CHECKLIST

Have
flags been put at the manifold?

Is
there somebody at the manifold to position the vessel ahead / astern ?

Are
secondary emergency prtable light fenders available?

Are the
cargo manifold connections ready and marked?

For
underway operations has the course and speed info been exchanged and
understood?

Is
lighting adequate at night?

Have
the mooring winches been tried out in advance?

Are
proper rope stoppers in place?

Are
anchors ready for immediate use?

Is the
course recorder on?

If the
mother ships is at anchor is her yaw being monitored and reported ?

Is
there a qualified and proficient helmsman available?

Is the
wind and tide direction/ strength being monitored?

PRE
UNMOORING CHECKLIST

Have
the cargo hoses been drained prior disconnection?

Are
all the hoses and manifolds blanked?

Is the
space between the ships clear of obstruction?

Has
the sequence of unmooring been agreed upon?

Is the
position of fenders suitable for the unmooring method?

Have
the mooring winches been tried out?

Is
crew standby at mooring stations?

Has
internal / external communications been tried out?

Has
local shipping movement been checked?

Have
the local authorities been notified?

Note: In case of negative answer pl
give brief reason if relevent

The lightering vessel, or support
tugshall make a navigational warning
prior to the commencement of lightening operations via VHF.If the situation warrants (poor visibility,
high traffic density, vessels drifting or slow steaming, etc.), voice warning
must be made at frequent intervals.

Operations must
be carried out in a safe manner and oil pollution must be avoided. these items
have first consideration over all other factors, and all the personnel onboard
shall be made aware of this.

The
vessel will, at all times, be capable of immediate manoeuvres while engaged in
the lightering operations. The main plant must not be immobilized at any time.

The vessel should conduct “break away
drills”prior to arrival to ensure that
officers and crew are fully aware of their stations and duties in a lightering
operation emergency.

If
the operation is carried out underway, full bridge and engine room watches are
to be maintained on throughout the operation. During still air conditions, a watch must be kept for lightning and thunder. STS loading/ unloading operations must stop immediately in such a scenario. Do NOT under estimate the danger posed by lightning.

IN THE EVENT OF A COMMUNICATIONS FAILURE OR THE
DEVELOPMENT OF AN EQUIPMENT FAILURE AFFECTING THE VESSEL, THE OPERATION SHALL
BE SUSPENDED UNTIL CORRECTIVE ACTION HAS BEEN COMPLETED.

Individual vessels may have lower
loading rate capability than the hoses, and the cargo transfer rate should be
set accordingly. Loading/discharge rates and manifold pressures are to be
monitored to ensure that the permitted rates are never exceeded.

In case oil escapes into the water, all cargo operations
shall be stopped immediately, the local authorities and the agent shall be
notified and the Vessel Response Plan or SOPEP activated as applicable.

Prior
to mooring, vessel should blow soot from boilers. During operations when ships
are moored together, tubes should not be blown.

Transfer of personnel between ships should be conducted with
the approval of the Masters and Lightering Master. Those personnel engaging in
transfer between the vessels (this includes the lightering support craft in
attendance) shall wear appropriate PPE and use an approved transfer basket
(e.g.: Billy Pugh type). Steadying lines shall be used to prevent the basket
swinging.

STSDuringship-to-shipoperations,
considerationmust
be givento restrictingthe
useof
radars if
the relative freeboards
between the two ships might
exposethe personnelworkingondeck
to electro-magneticradiationfromtheradarscanners.

Whentransferringcargoto or
from bargesit
isessential
that
there
is norelaxationof
normal safetyprecautionsandprocedures. Whenconductingoperationswith bargesdueconsiderationshould be giventothepossibility
that
the
bargeproceduresmay be
significantly
different to thoseusedonboardtheship.
It may alsobe thecasethat thebarge personnelare not
experienced seafarersor
tankermen. Extra
vigilance by theship'sstaff may thereforebe necessary toprevent anincident.If communication betweenshipand bargeislost for
any reason, the transferoperationmust bestoppedimmediately.
Operationsmust not beresumed until
communications have
beenre-established.

Followers

About Me

been in command of chemical tankers (mainly) for more than 6640 days -- spread over 30 years ( a world record! ) . My Chemical posts are free for ALL sailors on this planet . Any profit making person or institution publishing extracts, must clearly write " reproduced from ajitvadakayil.blogspot.com " ,- it pays to remember, that the chemical contents are patented . This blogsite will transform your mind . You yourself, are the teacher, the pupil, the messiah, the seeker, the traveller and the destination . It is no measure of health to be well adjusted to this profoundly sick society . I am from INDIA, the mother of all civilizations . I will be re-writing world history , and this will surely not gratify the evil hijackers of human history . Awaken your inner voice . Experience the joy of your own being . Your own conscience is the best interpreter . In a time of universal deceit, telling the truth is a revolutionary act . The naked truth can never be hate speech or defamation. This blogsite does not sacrifice truth on the altar of political correctness . You shall know the truth and the truth shall set you free . Dont ever underestimate the value of this blogsite .